Wings of Freedom TC 1-237 (OCT 07) REVISION ACADEMICS.

Wings of Freedom

TC 1-237 (OCT 07)

REVISION ACADEMICS

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TC 1-237 (OCT 07)

• TC 1-237 Aircrew Training Manual Utility Helicopter H-60 Series was revised with a October 2007 date of publication. There are some significant changes.

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Summery of Changes

1. Adds symbol for H-60A/L A/L and H-60M M and specific verbiage into crewmember tasks.

2. Adds the following H-60M only tasks: 1025 Operate integrated vehicle monitoring system (H-60M) 1167 PERFORM FLIGHT MANEUVERS USING STANDBY

FLIGHT INSTRUMENT SYSTEM (H-60M) 1169 Perform flight director operations (H-60M) 1260 Operate digital map (H-60M) 4113 Perform integrated vehicle health monitoring system

operations (H-60M)

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Summery of Changes

3. Adds (A/L) as an identifier at the end of tasks only pertinent to H-60 A/L. Those effected:

1168 Perform command instrument system procedures (A/L) 4204 Perform compass, turn rate, and vertical gyros checks (A/L) 4228 Perform vibration absorber check and tuning (A/L)

4. Defines minimum Nonrated crewmember base task list (table 2-6) for other than 15T/68W (11 Total Base Tasks).

5. Consolidates 1000 series Medic tasks and into one task 2120. 2120 Perform patient evacuation and treatment

6. Updates medic task: 2060. 2060 PERFORM RESCUE HOIST OPERATIONS

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Summery of Changes7. Consolidates and reduces the number of maintenance 4000

series tasks (from 47 MP tasks to a total of 16 MP Tasks).

8. Defines aircraft and NVG currency in mission/series. Mission/series aircraft are grouped as follows:

(1) UH-60A/L, HH-60A/L, MH-60A/L, VH-60A (2) UH-60M, HH-60M

Note: Aircrew members must maintain aircraft currency in both the UH60A and UH60M (Primary and Additional Aircraft) for those qualified aircrew members who are authorized.

Note: Aircrew members can maintain NVG currency in either the UH60A and UH60M (Primary or Additional Aircraft) for those qualified aircrew members who are authorized.

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Summery of Changes9. Removes requirement for tasks 2012, 2024, 2026, and 2036 from

Initial NVG qualification, H-60 additional aircraft NVG qualification, or NVG refresher training, and mandatory annual evaluation.

2012 PERFORM TACTICAL FLIGHT MISSION PLANNING(RCM ONLY)

2024 PERFORM TERRAIN FLIGHT NAVIGATION 2026 PERFORM TERRAIN FLIGHT 2036 PERFORM TERRAIN FLIGHT DECELERATION

10. Updates task 1010 prepare a performance planning card and moved instructions for manual computation to Appendix E.

11. Significantly Revises Task 1082 PERFORM AUTOROTATION and Task 1114 PERFORM A ROLLING TAKEOFF

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Summery of Changes12. Includes Appendix B Aircraft Series Qualification training for

H60A/L/M rated and nonrated crewmembers. Initial UH-60L Series Qualification

RCM (May be conducted locally IAW ATM Appendix B) NCM (May be conducted locally IAW ATM Appendix B)

Initial UH-60L Series MP/ME Qualification RCM (May be conducted locally IAW ATM Appendix B)

Initial H-60M Series Qualification RCM (IAW UAAAWC POI) NCM (May be conducted locally IAW ATM Appendix B)

Initial HH-60A/L/M Series Qualification RCM (May be conducted locally IAW ATM Appendix B)

Note: HH-60M RCMs must be previously UH-60M qualified under the approved

USAAWC POI. NCM (May be conducted locally IAW ATM Appendix B)

Initial HH-60A/L/M Series MP/ME Qualification RCM (May be conducted locally IAW ATM Appendix B)

Note: Only HH-60M MPs qualified in the UH-60M are qualified in the HH-60M.

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Summery of Changes13. Adds Task 1011 Determine aircraft performance using tabular data.

14. Paragraph 3-5 clarifies hands-on evaluation requirements for rated crew members.

Standardization Flight Evaluation - The flight evaluation will consist of the tasks marked with an “S” in the Eval column of tables 2-4 through 2-6 and those tasks designated by the Commander in table 2-7.

Note: Rated crew members in which either the H-60A/L or H-60M is designated as their additional aircraft on the DA Form 7120-R, at a minimum, will complete the task(s) designated as (A/L) or (H-60M – to include tasks 1253,1254) in table 2-4.

Instrument Flight Evaluation – The evaluation consists of the tasks marked with an “I” in the Eval column of table 2-4.

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TASK 1082 PERFORM AUTOROTATION

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Autorotation Significant Changes –

Standards

STANDARDS: Appropriate common standards plus the following additions/modifications:1. Identify the malfunction, determine the appropriate emergency procedure, and perform or describe the appropriate procedures outlined in the aircraft operator’s manual/checklist (CL).2. Select a suitable landing area.3. Adjust airspeed appropriate for the emergency to ensure landing area.4. Perform a deceleration and termination as directed by the instructor pilot (IP) or as appropriate for the type of emergency per the appropriate aircraft operator’s manual.

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Autorotation Significant Changes – Description (Warning and Notes)

Note: During training if steady state autorotation is not attained by 300 feet AGL, the IP will command a “power recovery”, terminate the maneuver and execute a go-around as required.

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Autorotation Significant Changes – Description (Warning and Notes)

Note. During training when applying the collective for power recovery (to include go-around) or termination with power, be aware of the tendency for initial RPM R decay. The IP will ensure the main rotor RMPR is maintained within limits and sufficient power is available tocomplete the required maneuver.

Note. For training ensure aircraft attitude is adjusted for landing as much as possible during the termination portion of the maneuver. If possible, avoid excessive nose high landing attitudes that would cause the stabilator to contact the ground and land in a excessive nose high attitude had an actual touchdown occurred.

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TASK 1114 PERFORM A ROLLING TAKEOFF

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Rolling T/O Significant Changes –

Standards STANDARDS: Appropriate common standards plus the following

additions/modifications:1. Before liftoff—

a. Establish and maintain power, as necessary.b. Maintain alignment with takeoff direction ±5 degrees.c. Accelerate to desired/planned takeoff speed not to exceed 60

knots ground speed.2. After liftoff—

a. Adjust power, as required, not to exceed aircraft limits.b. Maintain ground track alignment with the takeoff direction with minimum drift.c. Maintain maximum rate of climb airspeed ±5 knots indicated

airspeed (KIAS).d. Maintain aircraft aligned with runway (or suitable liftoff

surface) below maximum rate of climb airspeed.e. Maintain aircraft in trim above maximum rate of climb

airspeed.

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Rolling T/O Significant Changes – Description

DESCRIPTION:

1. Crew actions.

a. The pilot in command (PC) will confirm the aircraft gross weight (GWT), aircraft power

available and that area is suitable for the maneuver. Considerations should include wind effects on takeoff direction, barriers/obstacles and density altitude.

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Rolling T/O Significant Changes – Procedures

Note. A rolling takeoff may be used when hover power for takeoff is marginal or insufficient and a takeoff must be made, or as an alternate method of takeoff when sufficient power is available (dissipate dust, reduce rotor downwash). Use the rotor system thrust to accelerate the aircraft to a more efficient speed for flight.

Note. For training, use 10 percent torque below the aircraft 10-foot hover torque to simulate the maximum torque available.

Note. To determine maximum torque available when in ground effect (IGE) hover power is not present, apply collective, not to exceed dual engine torque and turbine gas temperature (TGT) limits, while observing the TGT. Maximum torque available will be indicated by a droop in rotor RPM with further increase in the collective. Note the torque and reduce the collective. Fluctuation in torque from flight control inputs and environmental conditions should be factored in to the torque value used for the maneuver.

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Begin accelerating the aircraft forward by smoothly applying forward cyclic while progressively increasing the collective to a power setting that will ensure that the main landing gear wheels remain in contact with the surface until takeoff airspeed is achieved.

Use the pedals to maintain heading aligned with the desired takeoff direction. The tailwheel may come off the surface as the stabilator begins to produce lift with forward airspeed.

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How to Determine Takeoff Airspeed???

Problem: Currently, no performance charts exist to accurately determine takeoff airspeed in the UH60 Operator’s Manual.

A technique/method to determine takeoff airspeed if actual dual engine hover capability does not exist (this is not described in the ATM):

1. Use the appropriate aircraft operator’s manual.

1. Enter the bottom of the appropriate CRUISE chart at 10% less than the TORQUE AVAILABLE ~ 30 MIN line (for UH-60A) or TORQUE AVAILABLE ~ 10 MIN line (for UH-60L/M). Adjust for the ATF.

1. Move up until intersecting the aircraft takeoff gross weight (GW~1000 LB) curve, then move left or right to the TRUE AIRSPEED ~ KTS. Note takeoff airspeed.

1. This airspeed will allow the aircraft to maintain dual-engine level flight at 90% of the maximum torque available.

For training: A method is to use a predetermined KTAS (ex. 30 KTAS) for the takeoff airspeed.

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Upon reaching takeoff airspeed, adjust the collective to maximum torque available or as planned/briefed and cyclic as necessary to allow the aircraft to become airborne.

Depending on liftoff speed the stabilator may cause a slight nose down attitude.

At approximately 20 feet above the surface, apply forward cyclic to maintain a level acceleration to the maximum rate-of-climb airspeed.

Place the aircraft in trim as soon as maximum rate of climb airspeed is achieved after the aircraft becomes airborne commensurate with surface obstacles.

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Trade off altitude as necessary to gain airspeed if the area is clear of obstacles. Maintain heading with pedals so the aircraft is aligned with the runway/surface takeoff direction when the aircraft is below maximum rate-of-climb airspeed should the takeoff need to be aborted

d. Upon reaching maximum rate-of-climb airspeed, adjust the attitude to maintain the maximum rate-of-climb airspeed and maintain power as necessary until reaching the desired level-off altitude.

e. The P (pilot not on the controls) will monitor torque and TGT values for the P* (pilot on the controls), and power is available and applied as planned/briefed.

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TASK 1011 Determine aircraft

performance using tabular data

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TASK 1011

CONDITIONS: Given an operator’s and crewmembers checklist (CL), mission conditions, engine torque factors, and aircraft basic weight.

Note. Tabular data values were derived for aircraft operating in the clean configuration. For alternative or external drag configurations the charts in the operator’s manual must be used.

Note. To ensure accurate values are derived when using tabular data, the aircrew must be accurate in determining aircraft zero fuel weight.

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TASK 1011

STANDARDS: Appropriate common standards plus the following additions/modifications:

1. Update aircraft performance data when either of the following conditions apply:

a. Intent to land or takeoff when operating within 3,000 pounds of MAX ALLOWABLE GWT OGE.

b. Increase of 1,000 feet pressure altitude, and/or 5 degrees Celsius from the planned performance planning card (PPC).

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TASK 1011STANDARDS (CONT):

2. Update aircraft performance data using the tabular data tables found in the operator’s and crewmembers checklist for the following items:

a. Maximum torque available.

b. Maximum allowable gross weight OGE.

c. Torque required to hover at maximum gross weight OGE and in ground effect (IGE).

d. Aircraft operating weight.

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TASK 1011

STANDARDS (CONT):

3. Determine values within following parameters:a. Torque values ±2 percent.

b. Weight values ±500 pounds.

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UpdatesNote. Update aircraft performance data when either of

the following conditions apply:

When there is intent to land or takeoff when operating within 3,000 pounds of the MAX ALLOWABLE GWT OGE, there is an increase of 1000 feet pressure altitude, and/or 5 degrees Celsius from the planned PPC.

UPDATE:

Aircraft Operating Weight

Max Torque Available

Max Allowable GWT OGE

TQ required to hover at Max GWT OGE and IGE

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Aircraft Operating Weight

Clarification:

The use of the term Aircraft Operating Weight in the TAB Data update standard may cause confusion.

Aircraft Operating Weight = Basic Weight + Crew and Crew Baggage + Emergency and other Equipment

It does include weight of fuel, ammunition, cargo, passengers, or external auxiliary fuel if such tanks are disposed of during flight.

Bottom Line: This a oversight in the ATM and the actual standard is to determine Aircraft Gross Weight and Zero Fuel Weight using TAB DATA.

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Aircraft Zero Fuel WeightTo determine the zero fuel weight must be estimated by one the following methods:

1. Referencing the zero fuel weight on the DD Form 365-4 (Weight and Balance Clearance Form F-Transport/Tactical) and adding the fuel quantity pounds.

2. If actual mission weight varies from that on the DD Form 365-4 or if the load configuration is different than that on the 365-4, the PC may use the appropriate DD Form 365-4 from the aircraft logbook and add additional weights of cargo and personnel (to the 365-4 zero fuel value), then add fuel quantity pounds.

3. Use of the HOVER chart from the CL to compute the adjusted ZERO FUEL WEIGHT, then add fuel quantity pounds

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Use of the CL HOVER chart to update/compute adjusted AIRCRAFT GROSS WEIGHT and ZERO FUEL WEIGHT

• Read the aircraft weight at the intersection of actual TEMP/PA conditions and the TRQ per ENG ~ % (IGE) (10 ft HVR)

54% TQ

200 FAT, 400 PA

14, 400 LBSAircraft Gross Weight =

14,400 LBS - 2000 LBS (Total Fuel) = 12,400 LBS (Zero Fuel Weight)

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12,500 250 +25

1.0.955 .91106101 96

20,880 22,00096 9648

85 92

Change in Arrival ConditionsDuring your flight you receive a change in mission requiring you to pick

up an internal load of 4000 lb at a field location with the following conditions.

• Arrival Temp = +35oC• Arrival PA = 3,000• Internal fuel weight is 1200 lb

Is an update required?Yes

OGE

8

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Update Aircraft Weight Determine the aircraft weight using the zero fuel method.

What does your aircraft weigh?

• 12,400 + 1200 = 13,600 pounds

Will you be within 3000 lb of MAX ALLOWABLE GWT (OGE)?

• Yes, our weight with the load is 17,600 pounds. Tab data indicates Max Allowable GWT-OGE to be 17,950 pounds.

Is an update required?

• Yes

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Update Max Torque Available

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Note. The maximum torque available is also referred to as intermediate rated power (IRP)—30-minute limit (T700 and T701) or maximum rated power (MRP)—10-minute limit (T701).

Note. Certain temperature and PA combinations will exceed the aircraft operator’s manual, chapter 5 torque limitations. This item represents actual maximum torque available values. During normal aircraft operations, the aircraft operator’s manual, chapter 5 torque limitations shall not be exceeded.

Note. Adjust the maximum torque available as required for planned use of engine anti-ice and cockpit heater according to the operator’s manual.

Note. If the blade erosion kit is installed, adjust the maximum torque available according to the aircraft operator’s manual.

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• Read MTA at intersection of PA and FAT

• If ATF is between .9 and 1.0 interpolate MTA

P-35

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To Interpolate:

1. Determine Multiplication Factor: ATF .95 is 5/10th the difference between ATF .90 and 1.0. Mult. Factor = .5

2. 1.0 ATF = 90%

3. .9 ATF = 81%

4. Subtract .9 MTA from 1.0 MTA: 90 - 81 = 9%

P-35

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5. Multiply results of step 4 by Multiplication Factor:

9 x .5 = 4.5%

6. Add the results of Step 5 to .9 ATF MTA:

81 + 4.5 = 85.5%

7. Round down:

MTA = 85%

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Update Max Allowable GWT OGE

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Note. If the OGE weight is less than the structural limit, then the OGE hover torque is also the maximum torque.

Note. If the blade erosion kit is installed, adjust the maximum allowable GWT according to the aircraft operator’s manual.

Note. Tab data values represent a 100 foot hover height OGE and 10-foot hover height IGE.

Note. Maximum hover weight is limited to 22,000 lb 100-percent torque transmission limit or 30-minute engine torque limit.

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• Read Max Allowable GWT at intersection of PA and FAT

• If ATF is between .9 and 1.0 interpolate Max Allowable GWT

P-53

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Update Max Allowable GWT OGETo Interpolate:


2. 1.0 Max GWT = 18,600

3. .9 Max GWT = 17,300

4. Subtract .9 Max GWT from 1.0 Max GWT:

18,600 - 17,300 = 1,300P-53

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1,300 x .5 = 650

6. Add the results of Step 5 to .9 ATF Max GWT:

17,300 + 650 = 17,950

Max Allowable GWT = 17,950

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Update TQ Req. to HVR at Max GWT OGE

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Update TQ Req. to HVR at Max GWT OGE and IGE

Note. Tab data values represent a 100-foot hover height OGE and 10-foot hover height IGE.

NOTE: Q~IGE ~ %. = GO/NO GO TRQ OGE.

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• Read TQ Req. to HVR at Max GWT IGE at intersection of PA and FAT

• If ATF is between .9 and 1.0 interpolate TQ Req. to HVR at Max GWT IGE

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To Interpolate:


2. 1.0 TQ Req. to HVR = 77%

3. .9 TQ Req. to HVR = 70%

4. Subtract .9 TQ Req. to HVR from 1.0 TQ Req. to HVR : 77 - 70 = 7%

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7 x .5 = 3.5 %

6. Add the results of Step 5 to .9 TQ Req. to HVR at MAX GWT IGE: 70 + 3.5 = 73.5 %

7. Round down:

TQ Req. to HVR at MAX GWT IGE = *73%

* This value also verifies that aircraft weight is at or below maximum weight for an OGE altitude (GO/NO GO)

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• If ATF is between .9 and 1.0 interpolate Max Allowable GWT (as previously described)

How to determine values that require two pages.

Temp: 27PA: 2500ATF: .95

20,100 – 18,800 = 1300 lb

1300 x .5(ATF) = 650 lb

18,800 + 650 = 19,450 lb

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• If ATF is between .9 and 1.0 interpolate Max Allowable GWT (as previously described)

How to determine values that require two pages. continued

19,600 – 18,300 = 1300 lb1300 x .5(ATF) = 650 lb18,300 + 650 = 18,950

19,450 – 18,950 = 500 lb500 x .6(ATF) = 250 lb18,950 + 250 = 19,200 lb

Temp: 27PA: 2500ATF: .95

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TASK 1011- TRAINING AND EVALUATION REQUIREMENTS:

1. Training. Training will be conducted in the aircraft or academically.

2. Evaluation. Evaluation will be conducted in the aircraft or academically.

REFERENCES: Appropriate common references plus the following:

DD Form 365-4

DA Form 5701-60-R

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QUESTIONS??

Wings of Freedom TC 1-237 (OCT 07) REVISION ACADEMICS.

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